Aircraft comprising an electrical power distribution network

ABSTRACT

An aircraft comprises a fuselage, at least a first electrical generator and a second electrical generator, a set of electrical equipment items distributed in the fuselage and an electrical power distribution network comprising a switching system and a set of buses. The buses comprise at least a first bus and a second bus extending, at least partly, in a longitudinal direction of the fuselage and following segregated paths in the fuselage. In a normal mode of operation, the switching system links the first electrical generator to the first bus and the second electrical generator to the second bus. Each bus comprises connection points at different locations distributed along its length and each of the electrical equipment items is linked to a connection point of a bus via a local electrical power supply link.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the French patent application No.1757395 filed on Aug. 2, 2017, and of the French patent application No.1760372 filed on Nov. 6, 2017, the entire disclosures of which areincorporated herein by way of reference.

BACKGROUND OF THE INVENTION

The present invention relates to the field of the electrical powering ofequipment items of an aircraft. The aircraft, in particular transportaircraft, comprise electrical equipment items distributed, inparticular, in their fuselage. These electrical equipment items have tobe powered electrically and, for some of them, have to be linked to adata communication network. For that, the aircraft include harnesses ofelectrical power cables and of data communication cables. The electricalpower cable harnesses generally extend between an electrical core of theaircraft (notably allowing the arrival of electrical power fromelectrical power generation and/or conversion sources) and theelectrical equipment items to be powered. The communication cableharnesses generally extend between communication equipment items of theaircraft, for example, a switch conforming to the ARINC 664 standardpart 7, and the electrical equipment items linked to these communicationequipment items.

In modern aircraft, more and more functions are implementedelectrically. These functions sometimes require more varied electricalvoltages than in the older generations of aircraft (for example 28 VDC,115 VAC, 230 VAC, 270 VDC, 540 VDC, etc.), and numerous datacommunication links between different equipment items of the aircraft.The result thereof is that the harnesses are increasingly complex, morevoluminous and heavier than in the older generations of aircraft. Theimplementation of the harnesses is also more complex. Consequently, itwould be desirable to simplify the electrical energy distribution andthe data links of the electrical equipment items of the aircraft.

The different harnesses are specific to each type of aircraft and arealso a function of a configuration of the aircraft specific to theairline operating this aircraft. For example, depending on whethercertain electrical equipment items are installed or are not installed inthe fuselage, the harnesses include or do not include cables allowingthe electrical powering and data links of these equipment items. Theresult thereof is that the list of the electrical equipment items thathave to be installed in a particular aircraft must be defined and fixedsufficiently early before the production of the aircraft so as to beable to design, produce and install in time the harnesses specific tothat aircraft. This list must be defined all the earlier since theaircraft are generally produced by assembling fuselage sections in whichare preinstalled harness sections which are connected to one anotherafter the assembly of the fuselage sections. Now, it would be desirableto be able to modify the list of the electrical equipment items thathave to be installed in the aircraft up to a more advanced stage in theproduction of the aircraft.

Also, since the harnesses are produced specifically according to thelist of the electrical equipment items installed in the aircraft, aswell as of the positions in the fuselage of the equipment items,modifying the configuration of the aircraft after its delivery to anairline is difficult. Now, such modification may be necessary, forexample upon a resale of the aircraft to another airline or if theairline wants to add new electrical equipment items in the aircraft.Consequently, it would be desirable to be able to more easily modify thelist and the positions of the electrical equipment items of an aircraft.

SUMMARY OF THE INVENTION

An aim of the present invention is, in particular, to provide asolution, at least partially, to these problems.

According to a first aspect of the invention, the invention relates toan aircraft comprising:

-   -   a fuselage;    -   a set of electrical generators, comprising at least a first        electrical generator and a second electrical generator;    -   a set of electrical equipment items, distributed in the        fuselage; and    -   an electrical power distribution network comprising:    -   a set of buses, comprising at least a first bus and a second        bus; and    -   a switching system.

This aircraft is noteworthy in that:

-   -   each bus of the set of buses extends, at least partly, in a        longitudinal direction of the fuselage;    -   the first bus and the second bus follow segregated paths in the        fuselage;    -   the switching system is linked electrically to the first        electrical generator and to the second electrical generator, and        to the first bus and to the second bus;    -   the switching system comprises a so-called normal mode of        operation, in which it is configured to electrically link the        first electrical generator to the first bus and the second        electrical generator to the second bus;    -   each bus of the set of buses comprises connection points at        different locations distributed along its length; and    -   each of the electrical equipment items of the set of electrical        equipment items is linked to a connection point of a bus of the        set of buses, via a local electrical power supply link.

The set of buses corresponds to an invariant infrastructure of theelectrical power distribution network of the aircraft. The differentelectrical equipment items are each linked to a connection point of abus by a local electrical power supply link. It is thus possible toeasily add a new electrical equipment item in the fuselage, withoutmodifying this infrastructure: it is sufficient for that to install alocal electrical power supply link between this new equipment item and aconnection point of a bus. Preferably, this connection point is chosento be as close as possible, on the bus concerned, to the new electricalequipment item, in order, in particular, to facilitate the installationof the local electrical power supply link between the electricalequipment item and the bus. This addition of a new electrical equipmentitem can be provided equally during the production of the aircraft, andupon a modification of the configuration of the aircraft after itsdelivery to an airline. It is also easy to move an electrical equipmentitem in the fuselage of the aircraft, for example upon a modification ofthe configuration of the aircraft: for that, it is sufficient to removeits original local electrical power supply link, to move the electricalequipment item to its new position in the fuselage and to install a newlocal electrical power supply link to another connection point of a bus.The use of a set of buses rather than cable harnesses also makes itpossible to reduce the weight and the cost of the electrical powerdistribution network of the aircraft. Indeed, the electrical conductorsof a bus used in common by several electrical equipment items require alesser dimensioning than the sum of the dimensionings of separatecables, in harnesses, powering these same electrical equipment items.Given that the first bus and the second bus follow segregated paths inthe fuselage, in the normal mode of operation these two buses arecompletely independent of one another and they do not risk being exposedto a failure or to damage in common (for example in case of an engineexplosion . . . ). Thus, the electrical powering of the electricalequipment items linked to a bus is totally independent of the other bus.Consequently, in case of failure affecting one of the buses, onlyelectrical equipment items linked to connection points of this bus riskbeing deprived of electrical power supply. The electrical equipmentitems linked to the other bus then continue to be powered normally sincetheir electrical power supply is totally independent of the bus affectedby the failure.

According to different embodiments that can be implemented in isolationor combined with one another:

-   -   the first bus extends also partly in a first wing of the        aircraft and the second bus extends also partly in a second wing        of the aircraft;    -   the first electrical generator and the second electrical        generator are linked electrically to the switching system via        buses. Advantageously, the first electrical generator is linked        electrically to the switching system via dedicated conductors of        the first bus and the second electrical generator is linked        electrically to the switching system via dedicated conductors of        the second bus;    -   the electrical power distribution network further comprises a        third bus and a fourth bus which extend, at least partly, in a        longitudinal direction of the fuselage, the first, second, third        and fourth buses following segregated paths in the fuselage of        the aircraft. Advantageously, the set of electrical generators        further comprises a third electrical generator and a fourth        electrical generator and, in the normal mode of operation, the        switching system is configured to electrically link the third        electrical generator to the third bus and the fourth electrical        generator to the fourth bus;    -   the switching system comprises a so-called reconfigured mode of        operation, that can be activated in case of the occurrence of a        failure in the electrical power distribution network, in which        it is configured to:    -   establish electrical links between the electrical generators of        the set of electrical generators and the buses of the set of        buses, these electrical links being modified compared to the        electrical links established in the normal mode of operation;        and/or    -   establish electrical links between buses of the set of buses;    -   the switching system comprises a main switching device and at        least one secondary switching device remote from the main        switching device. Advantageously, in the reconfigured mode of        operation of the switching system, the at least one secondary        switching device is capable of being controlled to establish one        or more electrical links between buses of the set of buses;    -   at least one of the buses of the set of buses comprises at least        two modular sections arranged end-to-end and linked electrically        to one another. Advantageously, a secondary switching device is        linked electrically to two consecutive modular sections of a        bus, so as to establish electrical links between similar        electrical conductors of the two modular sections in the normal        mode of operation and establish electrical links between, on the        one hand, electrical conductors of at least one of the two        modular sections and, on the other hand, electrical conductors        of another bus, in the reconfigured mode of operation.

According to a second aspect of the invention, the invention relates toa modular element for a hybrid electrical power distribution and datacommunication network of an aircraft. This modular element is noteworthyin that it comprises:

-   -   a section of an electrical power distribution bus, extending        along a length of the modular element; and    -   a set of data links, this set of data links extending along the        length of the modular element, substantially parallel to the bus        section,

and in that:

-   -   the bus section comprises connection points at different        locations distributed along its length;    -   the set of data links comprises connection points at different        locations distributed along its length and each arranged in        proximity to a connection point of the bus section;    -   the set of data links comprises a connection point, called        cross-connect point, provided to receive a cross-connect rack;    -   the set of data links comprises at least one data link between,        on the one hand, each of the connection points distributed along        its length and, on the other hand, the cross-connect point;    -   the bus section and the set of data links each comprise a first        interconnection point provided to link the bus section and the        set of data links respectively to a bus section and to a set of        data links of a first other modular element arranged        longitudinally in series with the modular element, at a first        longitudinal end of the modular element; and    -   the bus section and the set of data links each comprise a second        interconnection point provided to link the bus section and the        set of data links respectively to a bus section and to a set of        data links of a second other modular element arranged        longitudinally in series with the modular element, at a second        longitudinal end of the modular element opposite the first        longitudinal end.

The assembly of modular elements according to the invention makes itpossible to construct a hybrid electrical power distribution and datacommunication network of an aircraft. With respect to the electricalpower distribution, this network offers the same advantages as thosedescribed with reference to the first aspect of the invention. Thisnetwork also offers similar advantages with respect to datacommunication. The use of modular elements according to the invention toconstruct the network makes it possible to easily adapt this network toany type of aircraft, without requiring buses or sets of data linksspecific to the aircraft concerned, particularly with respect to theirlength. The use of one or more types of modular elements ofpredetermined lengths makes it possible to adapt such a network to anyaircraft, and also to pool and minimize the development costs.

According to different embodiments that can be implemented in isolationor combined with one another:

-   -   the data links correspond to optical fibers;    -   the cross-connect point comprises a subset of data links        terminated by at least one connector, called cross-connect        connector, provided to be incorporated in the cross-connect        rack. Advantageously, the cross-connect point further comprises        at least one fixing provided to allow the fixing of the        cross-connect rack to the modular element. Also advantageously:    -   the cross-connect point on the one hand and the first        interconnection point of the set of data links on the other hand        are situated in proximity to the first longitudinal end of the        modular element;    -   the first interconnection point of the set of data links        comprises a subset of data links terminated by at least one        connector, called first interconnection connector; and    -   the arrangement of the cross-connect point and of the first        interconnection point is provided to allow the incorporation of        the cross-connect connector and of the first interconnection        connector in the cross-connect rack, so as to make it possible        to link the set of data links to the set of data links of the        first other modular element, in the cross-connect rack;    -   the modular element is such that:    -   the connection points distributed along the bus section and the        connection points distributed along the set of data links, each        arranged in proximity to a connection point of the bus section,        form pairs of connection points distributed along the modular        element; and    -   each pair of connection points is provided to receive a hybrid        electrical power distribution and data communication junction        box configured to allow the connection of one or more local        electrical power distribution and/or data distribution links to        one or more electrical equipment items of the aircraft;    -   the bus section comprises at least one flexible part provided to        allow deformations of the modular element in response to        deformations of a fuselage of an aircraft when the modular        element is installed in the fuselage of an aircraft.

The invention also relates to an aircraft comprising a fuselage and aset of electrical equipment items distributed in the fuselage. Thisaircraft is noteworthy in that:

-   -   the aircraft comprises a hybrid electrical power distribution        and data communication network comprising a set of modular        elements as mentioned above; and    -   each of the electrical equipment items of the set of electrical        equipment items is linked to a connection point of the bus        section of a modular element via a local electrical power supply        link and/or to a connection point of the set of data links of        the modular element by a local data link.

In a particular embodiment:

-   -   modular elements of a first subset of the set of modular        elements are assembled together so as to form a first hybrid        electrical power distribution and data communication subnetwork        extending, at least partly, longitudinally in the fuselage of        the aircraft;    -   modular elements of a second subset of the set of modular        elements are assembled together so as to form a second hybrid        electrical power distribution and data communication subnetwork        extending, at least partly, longitudinally in the fuselage of        the aircraft; and    -   the first subnetwork and the second subnetwork follow segregated        paths in the fuselage.

In another particular embodiment that can be combined with the precedingone, two consecutive modular elements are linked to one anotherelectrically by means:

-   -   of at least one flexible connection; or    -   of at least one connection element configured to slide over the        section of a bus of at least one of the two modular elements.

In yet another particular embodiment that can be combined with thepreceding ones, the cross-connect rack of a modular element receives:

-   -   an interconnection connector of the first other modular element;        and    -   a set of links between the first interconnection connector of        the modular element and the interconnection connector of the        first other modular element.

According to a third aspect of the invention, the invention relates toan aircraft comprising:

-   -   a fuselage;    -   a set of electrical equipment items, distributed in the        fuselage; and    -   a hybrid electrical power distribution and data communication        network.

This aircraft is noteworthy in that:

-   -   the hybrid electrical power distribution and data communication        network comprises:    -   a set of buses, comprising at least one electrical power        distribution bus; and    -   at least one set of data links,    -   the hybrid electrical power distribution and data communication        network is configured in such a way that a set of data links is        associated with each bus of the set of buses;    -   each bus of the set of buses extends, at least partly, in a        longitudinal direction of the fuselage;    -   each set of data links extends substantially parallel to the bus        with which it is associated;    -   each bus of the set of buses comprises connection points at        different locations distributed along its length; and    -   each set of data links comprises connection points at different        locations distributed along its length and each arranged in        proximity to a connection point of the bus with which the set of        data links is associated, so as to form pairs of connection        points each comprising a connection point of the bus and a        connection point of the associated set of data links; and    -   each of the electrical equipment items of the set of electrical        equipment items is linked to a pair of connection points via a        local electrical power supply link and/or via a local data link.

As for the first aspect of the invention, the set of buses correspondsto an invariant infrastructure of the electrical power distributionnetwork of the aircraft. It offers the same advantages as thosedescribed with reference to the first aspect of the invention. The atleast one set of data links corresponds to an invariant infrastructureof the data communication network. The electrical equipment items whichrequire a data communication link are each linked to a connection pointof the set of data links by a local data link. That offers advantagessimilar to those of the electrical power distribution network withrespect to the addition or the moving of electrical equipment items.When an equipment item requires both an electrical power supply and adata link, the fact that each connection point of the set of data linksis situated in proximity to a connection point of the bus with which theset of data links is associated, makes it possible to facilitate theconnection of the equipment item to the infrastructure of the electricalpower distribution network and to the infrastructure of the datacommunication network: the local electrical power supply link and thelocal data link can thus run together between the electrical equipmentitem and the connection points.

In one embodiment, the hybrid electrical power distribution and datacommunication network comprises a set of junction boxes, each junctionbox being connected to a pair of connection points. Advantageously, ajunction box of the set of junction boxes comprises:

-   -   at least one electrical power supply connector configured to        cooperate with the connection point of the bus belonging to the        pair of connection points to which the junction box is        connected;    -   at least one data link connector configured to cooperate with        the connection point of the set of data links belonging to the        pair of connection points to which the junction box is        connected; and    -   a set of locations provided to receive interface modules;    -   a set of electrical links extending between the electrical power        supply connector and the different locations provided to receive        the interface modules; and    -   a set of data links extending between the data link connector        and the different locations provided to receive the interface        modules.

Also advantageously, the aircraft comprises:

-   -   at least one electrical interface module in a location of the        junction box and/or at least one data link interface module in a        location of the junction box; and    -   at least one local electrical power supply link between the at        least one electrical interface module and an electrical        equipment item of the aircraft and/or at least one local data        link between the at least one data link interface module and an        electrical equipment item of the aircraft.

The electrical interface module is for example chosen from the followingset:

-   -   an electrical connection module;    -   an electrical switching module;    -   an electrical voltage conversion module; and    -   an electrical protection module.

The data link interface module is, for example, chosen from thefollowing set:

-   -   a data link connection module;    -   a data link conversion module;    -   a wireless data link module; and    -   a data acquisition and concentration module.

Advantageously, the aircraft comprises, in a location of the junctionbox, a hybrid interface module ensuring an electrical interface modulefunction and a data link interface module function.

Also advantageously, the aircraft is such that:

-   -   the data links of the set of data links associated with the bus        correspond to optical fibers;    -   the set of data links extending between the data link connector        and the different locations provided to receive the interface        modules comprises:    -   a data link converter;    -   data links by optical fibers, between the data link connector        and the data link converter;    -   data links using electrical signals, between the data link        converter and the different locations provided to receive the        interface modules.

In a particular embodiment that can be combined with the preceding ones:

-   -   at least one bus of the set of buses comprises at least two        modular sections arranged end-to-end and linked electrically to        one another;    -   each of the at least two modular sections of the at least one        bus forms part of a modular element also comprising a set of        data links extending substantially parallel to the modular        section concerned; and    -   the sets of data links of consecutive modular elements are        linked to one another so as to form the set of data links        associated with the bus concerned.

According to a fourth aspect of the invention, the invention relates toa modular element for an electrical power distribution network of anaircraft.

This modular element is noteworthy in that it comprises a section of anelectrical power distribution bus, extending along a length of themodular element, and in that:

-   -   the bus section comprises connection points at different        locations distributed along its length;    -   the bus section comprises a first interconnection point provided        to link the bus section to a bus section of a first other        modular element arranged longitudinally in series with the        modular element, at a first longitudinal end of the modular        element;    -   the bus section comprises a second interconnection point        provided to link the bus section to a bus section of a second        other modular element arranged longitudinally in series with the        modular element, at a second longitudinal end of the modular        element opposite the first longitudinal end;    -   the bus section comprising a set of electrical conductors, these        electrical conductors of the bus section are housed in an        enclosure corresponding to a structural part of the aircraft;        and    -   the enclosure comprises openings facing the connection points of        the bus section, so as to allow the connection of at least one        electrical equipment item of the aircraft to the bus section by        means of a local electrical link.

The assembly of modular elements according to the invention makes itpossible to construct an electrical power distribution network of anaircraft. With respect to the electrical power distribution, thisnetwork offers the same advantages as those described with reference tothe first and second aspects of the invention. The modular elementsaccording to the invention comprise an enclosure corresponding to astructural part of the aircraft, that is to say, a part participating inthe mechanical structure of the aircraft, the result thereof is a savingin weight of the aircraft. Indeed, these modular elements do not requirea specific enclosure to protect and insulate their electricalconductors.

According to different embodiments that can be implemented in isolationor combined with one another:

-   -   the structural part of the aircraft is provided to cooperate        with a fixing of at least one baggage compartment of the        aircraft to support this baggage compartment;    -   the structural part of the aircraft corresponds to a floor rail        section of the aircraft;    -   at least one of the first and second interconnection points        comprises a connector provided to slidingly absorb relative        movements between, on the one hand, the modular element and, on        the other hand, respectively, the first or the second other        modular element;    -   the modular element is provided for a hybrid electrical power        distribution and data communication network of an aircraft and        it comprises a set of data links, this set of data links        extending along the length of the modular element, substantially        parallel to the bus section. The modular element is such that:    -   the set of data links comprises connection points at different        locations distributed along its length and each arranged in        proximity to a connection point of the bus section;    -   the set of data links comprises a connection point, called        cross-connect point, provided to receive a cross-connect rack;    -   the set of data links comprises at least one data link between,        on the one hand, each of the connection points distributed along        its length and, on the other hand, the cross-connect point;    -   the set of data links comprises a first interconnection point        provided to link the set of data links to a set of data links of        a first other modular element arranged longitudinally in series        with the modular element, at a first longitudinal end of the        modular element; and    -   the set of data links comprises a second interconnection point        provided to link the set of data links to a set of data links of        a second other modular element arranged longitudinally in series        with the modular element, at a second longitudinal end of the        modular element opposite the first longitudinal end.

The invention also relates to an aircraft comprising a fuselage and aset of electrical equipment items distributed in the fuselage.

This aircraft is noteworthy in that:

-   -   the aircraft comprises an electrical power distribution network        comprising a set of modular elements as mentioned above; and    -   each of the electrical equipment items of the set of electrical        equipment items is linked to a connection point of the bus        section of a modular element via a local electrical power supply        link.

In a particular embodiment:

-   -   modular elements of a first subset of the set of modular        elements are assembled together so as to form a first electrical        power distribution subnetwork extending, at least partly,        longitudinally in the fuselage of the aircraft;    -   modular elements of a second subset of the set of modular        elements are assembled together so as to form a second        electrical power distribution subnetwork extending, at least        partly, longitudinally in the fuselage of the aircraft; and    -   the first subnetwork and the second subnetwork follow segregated        paths in the fuselage.

In another particular embodiment that can be combined with the precedingone:

-   -   two consecutive modular elements are linked to one another        electrically by means of at least one connection element        configured to slide over the section of a bus of at least one of        the two modular elements.

In other particular embodiments that can be combined with the precedingones:

-   -   the aircraft comprises a set of baggage compartments fixed to        modular elements of the set of modular elements;    -   the aircraft comprises a floor comprising a rail of which at        least a part is formed by a set of modular elements.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood on reading the followingdescription and on studying the attached figures.

FIG. 1 schematically represents an aircraft comprising an electricalpower distribution network, according to an embodiment of the invention;

FIG. 2 schematically represents an aircraft comprising an electricalpower distribution network, according to another embodiment of theinvention;

FIG. 3 is a cross-sectional view taken along the line IIa-IIa of FIG. 2;

FIG. 4 is a perspective view of a bus;

FIG. 5 is a schematic view of a part of the fuselage of the aircraftrepresented in FIG. 1;

FIGS. 6a and 6b schematically represent a part of the electrical powerdistribution network of the aircraft represented in FIG. 2, comprisingsecondary switches according to a particular embodiment;

FIGS. 7a and 7b schematically represent a part of the electrical powerdistribution network of the aircraft represented in FIG. 1 or in FIG. 2,comprising secondary switches according to a particular embodiment;

FIG. 8 schematically represents a modular element for a hybridelectrical power distribution and data communication network of anaircraft, according to an embodiment of the invention;

FIG. 9 schematically represents a modular element for a hybridelectrical power distribution and data communication network of anaircraft, according to another embodiment of the invention;

FIGS. 10 and 11 represent data links of the modular elementscorresponding respectively to FIGS. 8 and 9;

FIG. 12 represents an example of interconnection of two modularelements;

FIG. 13 schematically represents a modular element equipped withjunction boxes;

FIG. 14 schematically represents an aircraft comprising a hybridelectrical power distribution and data communication network, comprisinga set of modular elements;

FIG. 15 schematically represents an aircraft comprising a hybridelectrical power distribution and data communication network, accordingto an embodiment of the invention;

FIG. 16 schematically represents a bus of the hybrid network of FIG. 15,and a set of data links associated with this bus;

FIG. 17 schematically represents the bus and the set of data links ofFIG. 16, equipped with junction boxes;

FIGS. 18 and 19 schematically represent two examples of junction boxesaccording to embodiments of the invention;

FIG. 20 is a schematic view of a part of the fuselage of the aircraftrepresented in FIG. 15;

FIGS. 21a and 22 illustrate the connection of electrical equipment itemsto the junction box, such as those represented in FIG. 18 or FIG. 19;

FIG. 21b represents an example of junction box seen by a cross-sectionalview taken along the line IIIa-IIIa of FIG. 21 a;

FIG. 23 represents an example of a bus section, a structural enclosureof which supports at least one baggage compartment of an aircraft;

FIG. 24 represents an example of bus section, of which a structuralenclosure corresponds to a seat rail of an aircraft.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

According to an embodiment in accordance with the first aspect of theinvention, the aircraft 1 represented in FIG. 1 comprises a fuselage Fand a set of electrical generators comprising a first generator G1associated with an engine E1 of the aircraft and a second generator G2associated with an engine E2 of the aircraft. The aircraft 1 alsocomprises an electrical power distribution network 200. The electricalpower distribution network comprises a set of buses, including a firstbus 120, 120 a and a second bus 220, 220 a. Each of the two busescomprises at least one part 120, respectively 220, extending in alongitudinal direction of the fuselage F. These two buses followsegregated paths in the fuselage F of the aircraft, respectively in aleft-hand (or port) part of the fuselage for the part 120 of the firstbus and in a right-hand (or starboard) part of the fuselage for the part220 of the second bus. This makes it possible to avoid a common failureon the two buses in the case of an incident in a part of the fuselage.Advantageously, the first bus comprises a part 120 a in a left wing ofthe aircraft and the second bus comprises a part 220 a in a right wingof the aircraft Similar conductors of the part 120 a and of the part 120are linked electrically to one another. Likewise, similar conductors ofthe part 220 a and of the part 220 are linked electrically to oneanother. The electrical power distribution network 200 also comprises aswitching system 30. This switching system is linked electrically to thefirst electrical generator G1 and to the second electrical generator G2,and to the first bus 120, 120 a and to the second bus 220, 220 a. Theswitching system 30 comprises a so-called normal mode of operation, inwhich it is configured to electrically link the first electricalgenerator G1 to the first bus 120, 120 a and the second electricalgenerator G2 to the second bus 220, 220 a. In a particular embodiment,the first electrical generator G1 is linked electrically to theswitching system 30 via dedicated conductors (or bars) of the first bus120, 120 a and the second electrical generator G2 is linked electricallyto the switching system via dedicated conductors of the second bus 220,220 a. For example, the first generator G1 situated in the left wing ofthe aircraft, in proximity to the engine E1, is linked to dedicatedconductors of the part 120 a of the first bus, by a local electricalpower supply link between this generator and this part 120 a of thefirst bus. Likewise, the second generator G2 situated in the right wingof the aircraft, in proximity to the engine E2, is linked to dedicatedconductors of the part 220 a of the second bus, by a local electricalpower supply link between this generator and this part 220 a of thesecond bus. That makes it possible to avoid running specific wirings inthe wings and in the fuselage of the aircraft. The aircraft 1 alsocomprises a set of electrical equipment items distributed in thefuselage and each bus of the set of buses comprises connection points atdifferent locations distributed along its length. For the purposes ofclarity of the figure, these electrical equipment items and theseconnection points are not represented in FIG. 1, but in FIG. 5illustrating a part of the fuselage F. Thus, the aircraft 1 comprises aset of electrical equipment items 40 a . . . 40 j in the part of thefuselage represented in FIG. 5. These electrical equipment items eachrequire an electrical power supply to operate. The first bus 120comprises connection points 24 a . . . 24 h at different locationsdistributed along its length, in its part represented in the figure. Thesecond bus 220 comprises connection points 24 i . . . 24 p at differentlocations distributed along its length, in its part represented in thefigure. Each of the electrical equipment items of the set of electricalequipment items is linked to a connection point of a bus of the set ofbuses, via a local electrical power supply link 42. Thus, for example,the electrical equipment item 40 a is linked to the connection point 24a of the first bus 120. The electrical equipment items 40 b, 40 c and 40d are linked to the connection point 24 d. The electrical equipmentitems 40 e and 40 f are linked to the connection point 24 g. Theelectrical equipment item 40 g is linked to the connection point 24 i ofthe second bus 220. The electrical equipment items 40 h and 40 i arelinked to the connection point 241. The electrical equipment item 40 jis linked to the connection point 24 o. Advantageously, the connectionpoints 24 a, 24 d, 24 g, 24 i, 24 l and 24 o receiving local electricalpower supply links 42 of electrical equipment items are equipped withjunction boxes provided with taps or connectors making it possible toeasily connect these local electrical power supply links 42. Alsoadvantageously, the other connection points not receiving localelectrical power supply links are not equipped with such junction boxesin order to limit the weight of the aircraft. In a particular exemplaryembodiment, two consecutive connection points of a bus are spaced apartby a distance of approximately 50 to 70 cm. This distance corresponds,for example, to the distance between two structural frames of theaircraft. The junction boxes can, for example, be installed every fouror five connection points in most of the fuselage. However, in zones ofthe fuselage corresponding to a particularly high density of electricalequipment items, all the connection points, or sometimes one connectionpoint in every two, can be equipped with junction boxes.

The set of buses forms an infrastructure of the electrical powerdistribution network 200 of the aircraft. The different electricalequipment items 40 a . . . 40 i are each linked to a connection point ofa bus by a local electrical power supply link 42. It is thus possible toeasily add a new electrical equipment item in the fuselage, withoutmodifying this infrastructure: it is sufficient for that to put in placea local electrical power supply link between this new equipment item anda connection point of a bus. Preferably, this connection point is chosento be as close as possible, on the bus concerned, to the new electricalequipment item. This addition of a new electrical equipment item can bemade equally during the construction of the aircraft and during amodification of the configuration of the aircraft after its delivery toan airline. It is also easy to move an electrical equipment item in thefuselage of the aircraft, for example during a modification of theconfiguration of the aircraft: it is sufficient for that to remove itsoriginal local electrical power supply link, to bring the electricalequipment item to its new position in the fuselage and to put in place anew local electrical power supply link to another connection point of abus. The use of a set of buses rather than cable harnesses also makes itpossible to reduce the weight of the electrical power distributionnetwork of the aircraft. Indeed, the electrical conductors of a bus usedin common by several electrical equipment items require a smallerdimensioning than the sum of the dimensionings of separate cables, inharnesses powering these same electrical equipment items.

In another embodiment represented in FIG. 2, the aircraft 1 furthercomprises a third generator G3 in proximity to the engine E1 and afourth generator G4 in proximity to the engine E2. The set of busesfurther comprises a third bus 320, 320 a and a fourth bus 420, 420 a.The third bus and the fourth bus each comprise a part 320, respectively420, extending in a longitudinal direction of the fuselage F. The fourbuses follow segregated paths in the fuselage, as represented in FIG. 3.As indicated previously, the part 120 of the first bus runs in aleft-hand part of the fuselage and the part 220 of the second bus runsin a right-hand part of the fuselage. Likewise, the part 320 of thethird bus runs in a left-hand part of the fuselage and the part 420 ofthe fourth bus runs in a right-hand part of the fuselage. The part 120of the first bus and the part 220 of the second bus run in an upper partof the fuselage, whereas the part 320 of the third bus and the part 420of the fourth bus run in a lower part of the fuselage. Advantageously,the third bus comprises a part 320 a in the left wing of the aircraftand the fourth bus comprises a part 420 a in the right wing of theaircraft. Like the first bus 120, 120 a and the second bus 220, 220 a,the third bus 320, 320 a and the fourth bus 420, 420 a are also linkedto the switching system 30. In the normal mode of operation, theswitching system 30 is configured to electrically link the thirdelectrical generator G3 to the third bus and the fourth electricalgenerator G4 to the fourth bus. In a particular embodiment, the thirdelectrical generator G3 is linked electrically to the switching system30 via dedicated conductors (or bars) of the third bus 320, 320 a andthe fourth electrical generator G4 is linked electrically to theswitching system via dedicated conductors of the fourth bus 420, 420 a.For example, the third generator G3 situated in the left wing of theaircraft, in proximity to the engine E1, is linked to dedicatedconductors of the part 320 a of the third bus, by a local electricalpower supply link between this generator and this part 320 a of thethird bus. In the same way, the fourth generator G4 situated in theright wing of the aircraft, in proximity to the engine E2, is linked todedicated conductors of the part 420 a of the fourth bus, by a localelectrical power supply link between this generator and this part 420 aof the fourth bus.

In an exemplary embodiment represented in FIG. 4, a bus 20 of the set ofbuses comprises a set of electrical conductors corresponding to bars 25a, 25 b, 25 c. Although three bars 25 a, 25 b and 25 c are representedin the figure, this number of bars should not be interpreted as limitingon the invention. The person skilled in the art will be able to adaptthe number of bars as a function of the different electrical voltages tobe distributed to the electrical equipment items of the aircraft bymeans of the electrical power distribution network 200 and as a functionof the number of separate segregations required. These bars run parallelor substantially parallel along a length of the bus 20. They areseparated from one another by an electrically insulating material 22,for example a plastic material or air. The set of bars is surrounded byan enclosure 28. According to an embodiment, this enclosure is formed byan electrically insulating material. According to another embodiment,the enclosure 28 is formed by an electrically conductive material. Anelectrically insulating material 22 is then arranged between the bars 25a, 25 b and 25 c, on the one hand, and the enclosure 28, on the otherhand. This other embodiment is advantageous, because it makes itpossible to use the enclosure 28 as an electrical current returnconductor (for example neutral conductor in alternating current, 0 voltin direct voltage, etc.) and/or as electromagnetic shielding, making itpossible to avoid electromagnetic disturbances of electrical equipmentitems of the aircraft by electrical currents circulating in the bars 25a, 25 b, 25 c. The part of bus 20 represented in the figure comprises aconnection point 24. This connection point comprises an opening 29 inthe enclosure 28, for example on a top face (in the figure) of theenclosure. The opening 29 thus delimits two parts 28 a and 28 b of thetop face of the enclosure 28. The part of the set of bars 25 a, 25 b, 25c situated facing the opening 29 is without insulation 22 when thisinsulation corresponds to a plastic material, so as to allow theconnection of a connection means to the bars 25 a, 25 b, 25 c throughthe opening 29. Such a connection means corresponds, for example, to aconnector comprising sets of spring-forming blades, capable of being putin place on the bars.

Advantageously, the switching system 30 comprises a so-calledreconfigured mode of operation, which can be activated in case of theoccurrence of a failure in the electrical power distribution network. Inthe reconfigured mode of operation, according to a first variant, theswitching system 30 is configured to establish electrical links between,on the one hand, the electrical generators G1, G2 (and possibly G3, G4according to the embodiment) of the set of electrical generators and, onthe other hand, the buses of the set of buses, these electrical linksbeing modified by comparison to electrical links established in thenormal mode of operation. According to a second variant, the switchingsystem 30 is configured to establish electrical links between the busesof the set of buses. This second variant can be combined with the firstvariant. For example, in the case of failure of the generator G3 (whichpowers the third bus 320, 320 a in the normal mode of operation), theswitching system modifies the electrical links so as to power the firstbus 120, 120 a, and the third bus 320, 320 a, from the generator G1.

In a particular embodiment, the switching system comprises a mainswitching device and at least one secondary switching device remote fromthe main switching device. The main switching device is similar to theswitching system 30 represented in FIGS. 1, 2 and 3 and describedpreviously. It ensures, for example, an electrical core function of theaircraft. The at least one secondary switching device is controlled bythe switching system 30 to which it is linked by a specificcommunication link or by a communication network of the aircraft. In theexample represented in FIGS. 6a and 6b , a secondary switching device 32a is remotely situated at an end of the buses of the set of buses, forexample in a rear part or in a front part of the fuselage F of theaircraft. The secondary switching device 32 a comprises four switchesK1, K2, K3, K4, corresponding, for example, to contactors that can becontrolled by the switching system 30. For example, these contactorscomprise at least as many contacts as there are electrical conductors 25a, 25 b, 25 c, etc., in the buses. In the normal mode of operation ofthe switching system, as represented in FIG. 6a , the contacts of theswitches K1, K2, K3 and K4 are open, such that they establish no linkbetween the buses 120, 220, 320 and 420. FIG. 6b illustrates a situationin which a failure X has occurred on the first bus 120. This failure hasthe effect of electrically isolating from one another two parts 120 xand 120 y of the first bus 120. The result thereof is that, in thenormal mode of operation, the part 120 y of the first bus is no longerpowered by the first generator G1 via the switching system 30. Toprovide a solution to this problem, in the reconfigured mode ofoperation, the switching system controls the remote switching device 32a in such a way as to close the contacts of the switch K1. That has theeffect of linking to one another the similar conductors, on the onehand, of the part 120 y of the first bus and, on the other hand, of thethird bus 320. This part 120 y of the first bus is then powered by thethird generator G3 via the switching system 30.

In an advantageous embodiment, at least one of the buses of the set ofbuses comprises at least two sections arranged end-to-end and linkedelectrically to one another. That is of particular interest when theaircraft 1 is formed by the assembly of sections of the fuselage F.These sections of fuselage are then pre-equipped with bus sections whichare linked to one another during or after the assembly of the sectionsof fuselage. For example, each of the parts 120, 220, 320 and 420 of thefirst, second, third and fourth buses is composed of an assembly of bussections arranged end-to-end and linked electrically to one another.According to a first alternative, the bus sections are specific to thesections of fuselage in which they are incorporated. According to asecond alternative, each bus section incorporated in a section offuselage is composed of an assembly of modular bus sections arrangedend-to-end and linked electrically to one another. Advantageously, thesemodular bus sections correspond to a restricted number of lengthsshrewdly chosen so as to allow the pre-equipment of the differentsections of fuselage by combining modular sections corresponding tothese predefined lengths.

In particular, a secondary switching device 32 b is linked electricallyto two consecutive sections (or two modular sections) of a bus. In anexample represented in FIGS. 7a and 7b , a secondary switching device 32b is put in place between, on the one hand, two bus sections 120 j and220 j and, on the other hand, two bus sections 120 k and 220 k. Thesections 120 j and 120 k correspond to two consecutive sections of thefirst bus 120. The sections 220 j and 220 k correspond to twoconsecutive sections of the second bus 220. The secondary switchingdevice 32 b comprises four switches K11, K12, K13, K14, corresponding,for example, to contactors that can be controlled by the switchingsystem 30. For example, these contactors comprise at least as manycontacts as there are electrical conductors 25 a, 25 b, 25 c, etc. inthe buses. In the normal mode of operation of the switching system, asrepresented in FIG. 7a , the contacts of the switches K11 and K12 areclosed so as to establish electrical links between similar electricalconductors of the sections 120 j and 120 k of the first bus, on the onehand, and 220 j and 220 k of the second bus, on the other hand. Thecontacts of the switches K13 and K14 are open, in such a way that theyestablish no link between the first bus and the second bus. FIG. 7billustrates a situation in which a failure X has occurred on the section120 j of the first bus 120. The switching system 30 although notrepresented in the figure, is considered to be to the left of thesections 120 j and 220 j in the figure. The failure X has the effect ofinterrupting the electrical power supply of the bus 120 k by thegenerator G1 via the switching system 30 and the bus 120 j. To resolvethis problem, in a reconfigured mode of operation, the switching system30 orders the opening of the contacts of the switch K11 and the closingof the contacts of the switch K14. That has the effect of linking to oneanother the similar contacts of the section 220 j of the second bus andof the section 120 k of the first bus. This section 120 k of the firstbus is then powered by the second generator G2 via the switching system30 and the bus 220 j.

According to an embodiment in accordance with the second aspect of theinvention, as represented in FIG. 8, the modular element 60 for a hybridelectrical power distribution and data communication network of anaircraft comprises:

-   -   a section of an electrical power distribution bus 20 t,        extending along a length L of the modular element 60; and    -   a set of data links 50 t, this set of data links extending along        the length L of the modular element, substantially parallel to        the bus section 20 t.

Preferably, the bus section 20 t and the set of data links 50 t aremounted secured to one another. For that, in the example represented inFIG. 8, the bus section 20 t and the set of data links 50 t are fixedonto a common support 62. In another exemplary embodiment, notrepresented, the data links of the set of data links 50 t are attachedto the bus section 20 t. In a particular embodiment in which these datalinks correspond to optical fiber ribbon cables, these optical fiberribbon cables are, for example, glued onto a face of the bus section 20t.

According to a first alternative, the data links of the set of datalinks 50 t correspond to twisted pairs of copper or aluminum wires.According to another alternative, the data links correspond to opticalfibers. In addition to a significant weight saving, these optical fibersoffer the advantage of being insensitive to any electromagneticdisturbances which could be produced when an electrical currentcirculates in bars of the bus section 20 t.

The bus section 20 t comprises connection points 24 at differentlocations distributed along its length. The set of data links 50 tcomprises connection points 54 at different locations distributed alongits length and each arranged in proximity to (or facing) a connectionpoint 24 of the bus section 20 t. The modular element 60 thus comprisespairs of connection points, each comprising, on the one hand, aconnection point 24 of the bus section 20 t and, on the other hand, theconnection point 54 of the set of data links 50 t, situated in proximityto the connection point 24. The bus section 20 t comprises a firstinterconnection point 27 a and the set of data links 50 t comprises afirst interconnection point 57 a. These first interconnection points 27a and 57 a are situated at a first longitudinal end Ext1 of the modularelement 60. These first interconnection points 27 a and 57 a areprovided to link the bus section 20 t and the set of data links 50 trespectively to a bus section and to a set of data links of a firstother modular element arranged longitudinally in series with the modularelement 60. The bus section 20 t comprises a second interconnectionpoint 27 b and the set of data links 50 t comprises a secondinterconnection point 57 b. These second interconnection points 27 b and57 b are situated at a second longitudinal end Ext2 of the modularelement 60. These second interconnection points 27 b and 57 b areprovided to link the bus section 20 t and the set of data links 50 trespectively to a bus section and to a set of data links of a secondother modular element arranged longitudinally in series with the modularelement 60.

The set of data links 50 t also comprises at least one connection point,called cross-connect point, provided to receive a cross-connect rack.According to a first variant, this at least one cross-connect point issituated at a longitudinal end of the modular element 60. In the examplerepresented in FIG. 8, the set of data links 50 t comprises twocross-connect points 55 a and 55 b situated respectively at the firstlongitudinal end Ext1 and at the second longitudinal end Ext2 of themodular element 60. According to a second variant illustrated by FIG. 9,the at least one cross-connect point 55 is situated between twoconnection points 54 of the set of data links 50 t. These two variantscan be combined with one another: the modular element 60 then comprisesone or two cross-connect points 55 a, 55 b at at least one of itslongitudinal ends Ext, Ext2, and at least one cross-connect pointsituated between two connection points 54.

The set of data links 50 t also comprises at least one data linkbetween, on the one hand, each of the connection points distributedalong its length and, on the other hand, the cross-connect point. Thesedata links 56 are not represented in FIGS. 8 and 9 for reasons ofclarity of the figures. As represented in FIG. 10 schematicallyillustrating the data links corresponding to FIG. 8, at least one datalink is provided between, on the one hand, each cross-connect point 55a, 55 b and, on the other hand, each connection point 54 a, 54 b . . .54 f. For example, the set of data links 50 t comprises at least onedata link 56 b 1 between the cross-connect point 55 a and the connectionpoint 54 b and at least one data link 56 b 2 between the cross-connectpoint 55 b and the connection point 54 b. Several data links 56 can beprovided between each cross-connect point 55 a, 55 b and the differentconnection points 54 a . . . 54 f, although only one link is representedin FIG. 10. In particular, when the data links are implemented by meansof optical fibers, each link represented in the figure can in factcorrespond to a set of optical fibers, for example eight optical fibers.

Advantageously, the set of data links 50 t also comprises data links 58between the first interconnection point 57 a and the secondinterconnection point 57 b. These data links 58 are, in particular, usedto make it possible to establish communications passing through severalmodular elements 60.

In the example represented in FIG. 11 schematically illustrating thedata links corresponding to FIG. 9, at least one data link 56 a, 56 b, .. . 56 f is provided between the cross-connect point 55 and eachconnection point 54 a, 54 b . . . 54 f. In addition, at least one datalink 58 b is provided between the cross-connect point 55 and eachinterconnection point 57 a, 57 b.

The cross-connect point (points) is (are) provided to receive across-connect rack. The modular element 60 comprises, for example, atleast one fixing provided to allow the fixing of the cross-connect rackto the modular element. This fixing can, in particular, correspond to anut or to a screw, to a mechanical part provided to cooperate with apart of the cross-connect rack so as to clip the latter onto the modularelement, etc. Advantageously, in the cross-connect points 55, 55 a, 55b, the data links 56 arrive on one or more cross-connect connectors thatcan be incorporated in the corresponding cross-connect rack.

An example of interconnection of two consecutive modular elements isillustrated by FIG. 12, in the case of modular elements 60 i, 60 i+1similar to the modular element 60 represented in FIG. 8. The first endExt1 of the modular element 60 i+1 is connected to the second end Ext2of the modular element 60 i. For that, these two ends are arrangedend-to-end, in proximity to one another, in such a way that the firstinterconnection point 27 a of the bus 20 t of the modular element 60 i+1faces the second interconnection point 27 b of the bus 20 t of themodular element 60 i and the first interconnection point 57 a of the setof data links 50 t of the modular element 60 i+1 faces the secondinterconnection point 57 b of the set of data links 50 t of the modularelement 60 i. The similar conductors of the interconnection points 27 aand 27 b are linked electrically to one another by means of electricallinks 66. In a first exemplary embodiment, the interconnection points 27a and 27 b correspond to terminal blocks and the electrical links 66then correspond to cables of appropriate section. In a second exemplaryembodiment, the interconnection points 27 a and 27 b correspond toconnectors. The electrical links 66 then correspond, for example, to aconnection of the connectors. In particular, when they are connected,these connectors can slide longitudinally in relation to one another soas to absorb longitudinal displacements of the two modular elementsrelative to one another, in particular, upon structural deformations ofthe aircraft in which the modular elements are installed. Across-connect rack 64 is installed so as to receive the interconnectionpoints 57 a of the modular element 60 i+1 and 57 b of the modularelement 60 i, as well as the cross-connect points 55 a of the modularelement 60 i+1 and 55 b of the modular element 60 i. Advantageously,these interconnection and cross-connect points are equipped withconnectors which are then incorporated in the cross-connect rack. Thecross-connect rack makes it possible to install the requiredinterconnections, for example by means of jumper links. It also allowsfor the incorporation of active elements, for example of switch or ofrouter type, when such equipment items are necessary to produce theinterconnections. These active elements correspond, for example, toswitches or routers of Ethernet or USB type. The jumper links correspondto wired jumper links when the data links are of wired type (for exampletwisted pairs of copper or aluminum wires) or to optical jumper linkswhen the data links correspond to optical fibers. The cross-connect rackreceiving the interconnection points 57 a, 57 b and the cross-connectpoints 55 a, 55 b, allows for the installation of jumper links toproduce different types of interconnections. A first type ofinterconnection corresponds to an interconnection of a first linkbetween one of the cross-connect points 55 a, 55 b and a connectionpoint 24 of the set of data links of one of the modular elements 60 i,60 i+1, with a second link between one of the cross-connect points 55 a,55 b and a connection point 24 of the set of data links of one of themodular elements 60 i, 60 i+1. A second type of interconnectioncorresponds to an interconnection of a first link between one of thecross-connect points 55 a, 55 b and a connection point 24 of the set ofdata links of one of the modular elements 60 i, 60 i+1, with a secondlink arriving on one of the interconnection points 57 a, 57 b. A thirdtype of interconnection corresponds to an interconnection of a firstlink arriving on one of the interconnection points 57 a, 57 b, with asecond link arriving on the other of the interconnection points 57 a, 57b. Several modes of installation of the cross-connect rack 64 arepossible without departing from the scope of the invention. According toa first example, the cross-connect rack is fixed onto at least one ofthe modular elements 60 i, 60 i+1 so as to cover the cross-connectpoints 55 a, 55 b and the interconnection points 57 a, 57 b, which enterinto the cross-connect rack by one or more cutouts thereof. According toa second example, the cross-connect rack is fixed either onto at leastone of the modular elements 60 i, 60 i+1, in proximity to its end Ext2,Ext1, or onto the structure of the aircraft in proximity to the endsExt2, Ext1 of the modular elements 60 i, 60 i+1, without thecross-connect rack covering these interconnection and cross-connectpoints. The interconnection points 57 a, 57 b and the cross-connectpoints 55 a, 55 b are then arranged at ends of data links of the sets ofdata links 50 t that are sufficiently long and sufficiently flexible toallow the incorporation of the interconnection and cross-connect pointsin the cross-connect rack 64.

In a particular embodiment represented in FIG. 13, each of the differentpairs of connection points 24, 54 of the modular element 60 is providedto receive a hybrid electrical power distribution and data communicationjunction box 68. Such a hybrid junction box allows the connection of oneor more local electrical power supply distribution and/or datadistribution links to one or more electrical equipment items of theaircraft. The use of hybrid junction boxes facilitates the connection ofthe electrical equipment items to the modular elements 60: thus, it isnot necessary to connect each electrical equipment item to the bussection 20 t and to a data link of the set of data links 50 t. Thejunction box 68 is, for example, provided with connectors facilitatingthe connection of local links to the electrical equipment items.Advantageously, a pair of connection points is equipped with a junctionbox only if an electrical equipment item is connected to this pair ofconnection points. That makes it possible to avoid unnecessarilyincreasing the weight of the aircraft.

In another particular embodiment, the bus section 20 t comprises atleast one flexible part provided to allow deformations of the modularelement 60 in response to deformations of the fuselage F of an aircraftwhen the modular element is installed in the fuselage of an aircraft.For example, to produce such a flexible part, each electricallyconductive element of the bus section 20 t comprises a spring over apart of its length.

In a particular exemplary embodiment, the length L of a modular element60 lies between 3 and 10 meters, preferably between 6 and 10 meters. Inparticular, two consecutive pairs of connection points of the modularelement are spaced apart by a distance of approximately 50 to 70 cm.This distance corresponds, for example, to the distance between twostructural frames of the aircraft. The junction boxes 68 can, forexample, be installed every four or five pairs of connection points inmost of the fuselage. However, in zones of the fuselage corresponding toa particularly high density of electrical equipment items, all the pairsof connection points, or sometimes one pair of connection points inevery two, can be equipped with junction boxes.

The invention also relates to an aircraft 1 comprising a fuselage F anda set of electrical equipment items distributed in the fuselage. Asrepresented in FIG. 14, the aircraft comprises a hybrid electrical powerdistribution and data communication network 600 comprising a set ofmodular elements 60 a . . . 60 q similar to the abovementioned modularelement 60. The hybrid network 600 comprises a first hybrid electricalpower distribution and data communication subnetwork 160, 160 a. Thisfirst hybrid subnetwork is formed by assembly between two modularelements 60 a . . . 60 h forming a first subset of the set of modularelements. The first hybrid subnetwork comprises a part 160 which extendslongitudinally in the fuselage F of the aircraft. Advantageously, italso comprises a part 160 a which extends in the left wing of theaircraft. The hybrid network 600 also comprises a second hybridelectrical power distribution and data communication subnetwork 260, 260a. This second hybrid subnetwork is formed by assembly betweenthemselves of modular elements 60 i . . . 60 q forming a second subsetof the set of modular elements. The second hybrid subnetwork comprises apart 260 which extends longitudinally in the fuselage F of the aircraft.Advantageously, it also comprises a part 260 a which extends in theright wing of the aircraft. The first subnetwork 160, 160 a and thesecond subnetwork 260, 260 a follow segregated paths in the fuselage F,for example in a left-hand part of the fuselage for the first subnetworkand in a right-hand part of the fuselage for the second subnetwork, asrepresented in FIG. 14. Two consecutive modular elements are, forexample, assembled together as described with reference to FIG. 12. Eachelectrical equipment item of the set of electrical equipment items islinked to a connection point 24 of the bus section 20 t of a modularelement 60 a . . . 60 q via a local electrical power supply link and/orto a connection point 54 of the set of data links 50 t of the modularelement by a local data link. For reasons of clarity of FIG. 14, theelectrical equipment items and the local links are not represented. Theuse of modular elements in accordance with the invention to constructthe hybrid network 600 makes it possible to easily adapt this network toany type of aircraft, without requiring buses or sets of data linksspecific to the aircraft concerned, in particular with regard to theirlength. The use of one or of a few types of modular elements ofpredetermined lengths makes it possible to adapt such a network to anytype of aircraft.

According to an embodiment in accordance with the third aspect of theinvention, the aircraft 1 represented in FIG. 15 comprises a fuselage Fand a set of electrical generators comprising a first generator G1associated with an engine E1 of the aircraft and a second generator G2associated with an engine E2 of the aircraft. The aircraft 1 alsocomprises a hybrid electrical power distribution and data communicationnetwork 600. The hybrid network 600 comprises a set of buses, includinga first bus and a second bus. A set of data links is associated witheach bus of the set of buses. Each set of data links extendssubstantially parallel to the bus with which it is associated. The firstbus and the set of data links associated with this first bus form afirst hybrid electrical power distribution and data communicationsubnetwork 160, 160 a. The second bus and the set of data linksassociated with this second bus form a second hybrid electrical powerdistribution and data communication subnetwork 260, 260 a. Each of thetwo subnetworks comprises at least a part 160, respectively 260,extending in a longitudinal direction of the fuselage F. These twosubnetworks follow segregated paths in the fuselage F of the aircraft,respectively in a left-hand part of the fuselage (or port) for the part160 of the first subnetwork in a right-hand part of the fuselage (orstarboard) for the part 260 of the second subnetwork. That makes itpossible to avoid a common failure on the two subnetworks in the case ofan incident in a part of the fuselage. Advantageously, the firstsubnetwork comprises a part 160 a in a left wing of the aircraft and thesecond subnetwork comprises a part 260 a in a right wing of theaircraft. Advantageously, the electrical power distribution network alsocomprises a switching system 30. This switching system is linkedelectrically to the first electrical generator G1 and to the secondelectrical generator G2, and to the first bus of the first subnetwork160, 160 a and to the second bus of the second subnetwork 260, 260 a.The switching system 30 comprises a so-called normal mode of operation,in which it is configured to electrically link the first electricalgenerator G1 to the first bus and the second electrical generator G2 tothe second bus. The aircraft 1 also comprises a set of electricalequipment items distributed in the fuselage. For reasons of clarity ofthe figure, these electrical equipment items are not represented in FIG.15.

As represented in FIG. 16, each bus 20 of the set of buses comprisesconnection points 24 at different locations distributed along its lengthand each set of data links 50 comprises connection points 54 atdifferent locations distributed along its length. The connection points54 are each arranged in proximity to (or facing) a connection point 24of the bus 20 with which the set of data links 50 is associated, so asto form pairs of connection points each comprising a connection point 24of the bus and a connection point 54 of the associated set of datalinks. In a particular exemplary embodiment, two consecutive pairs ofconnection points are spaced apart by a distance of approximately 50 to70 cm. This distance corresponds, for example, to the distance betweentwo structural frames of the aircraft.

Although the hybrid electrical power distribution and data communicationnetwork 600 has been described in the particular case where it comprisestwo subnetworks 160, 160 a and 260, 260 a, the third aspect of theinvention is in no way limited to this number of subnetworks. Forexample, the hybrid network 600 can comprise four subnetworks followingsegregated paths in the fuselage of the aircraft, in the same way as theelectrical power distribution network 200 in accordance with the firstaspect of the invention can comprise four buses following segregatedpaths in the fuselage.

In an advantageous embodiment, at least one bus 20 of the set of busescomprises at least two modular sections arranged end-to-end and linkedelectrically to one another. This at least one bus forms part of one ofthe subnetworks 160, 160 a or 260, 260 a. Each of the at least twomodular sections of the at least one bus forms part of a modular elementalso comprising a set of data links extending substantially parallel tothe modular section concerned. Such a modular element corresponds, forexample, to the modular element 60 in accordance with an embodiment ofthe second aspect of the invention. The sets of data links ofconsecutive modular elements are linked to one another so as to form theset of data links 50 associated with the bus 20 concerned.

Advantageously, the hybrid electrical power distribution and datacommunication network 600 comprises a set of junction boxes, eachjunction box 70 being connected to a pair of connection points 24, 54 asrepresented in FIG. 17. These junction boxes are provided to allow theconnection of the electrical equipment items of the aircraft to theconnection points 24 of the bus 20 and to the connection points 54 ofthe set of data links 50. Also advantageously, the number of junctionboxes 70 installed on the electrical power distribution and datadistribution subnetworks is a function of the density of the electricalequipment items in the fuselage F of the aircraft. For example, in zonesof the fuselage where the density of electrical equipment items ismoderate, the junction boxes can be installed every four or five pairsof connection points 24, 54, as represented in the bottom part of FIG.17. In zones of the fuselage where the density of the electricalequipment items is higher, the junction boxes can be installed every twopairs of connection points, even on each pair of connection points, asrepresented in the top part of FIG. 17.

Also advantageously, the set of data links 50 comprises at least oneparticular connection point, called cross-connect point 55. This atleast one cross-connect point 55 is provided to receive a cross-connectrack 64. The set of data links 50 comprises data links between thecross-connect point 55 and different connection points 54. Thecross-connect rack makes it possible to link the data links to oneanother by means of jumper links.

Each of the electrical equipment items of the set of electricalequipment items is linked to a pair of connection points via a localelectrical power supply link 42 and/or via a local data link 43, asrepresented in FIG. 20. The aircraft 1 comprises a set of electricalequipment items 40 a . . . 40 j in the part of the fuselage Frepresented in the figure. These electrical equipment items each requirean electrical power supply to operate, except the equipment item 40 gwhich is energy-independent. The electrical equipment items, except theequipment item 40 d, also each require a data link. Each electricalequipment item is linked to a single pair of connection points, by meansof the local links 42 and/or 43, preferably via a junction box 70 a . .. 70 f. In the fuselage part represented in the figure, the part 160 ofthe first subnetwork is equipped with three junction boxes 70 a, 70 b,70 c and the part 260 of the second subnetwork is equipped with threejunction boxes 70 d, 70 e, 70 f. The electrical equipment item 40 a islinked to the junction box 70 a by a local electrical power supply link42 and by a local data link 43. The electrical equipment items 40 b and40 c are linked to the junction box 70 b by a local electrical powersupply link 42 and by a local data link 43. The electrical equipmentitem 40 d is linked to the junction box 70 b only by a local electricalpower supply link 42. The electrical equipment items 40 e and 40 f arelinked to the junction box 70 c by a local electrical power supply link42 and by a local data link 43. The electrical equipment item 40 g islinked to the junction box 70 d only by a local data link 43. Theelectrical equipment items 40 h and 40 i are linked to the junction box70 e by a local electrical power supply link 42 and by a local data link43. The electrical equipment item 40 j is linked to the junction box 70f by a local electrical power supply link 42 and by a local data link43. In a particular exemplary embodiment, the junction boxes 70 a, 70 b,70 c, on the one hand, and 70 d, 70 e, 70 f, on the other hand, areinstalled every four or five pairs of connection points, respectively onthe part 160 of the first subnetwork and on the part 260 of the secondsubnetwork. When the pairs of connection points are spaced apart, forexample by 50 cm, two consecutive junction boxes are then spaced apartby approximately 2 meters.

In a particular embodiment represented in FIG. 18, a junction box 70comprises an electrical power supply connector 724, a data linkconnector 754 and a set of locations E1, E2, . . . E6 provided to eachreceive an interface module. The electrical power supply connector 724is provided to cooperate with the connection point 24 of the pair ofconnection points to which the junction box is connected. The data linkconnector 754 is provided to cooperate with the connection point 54 ofthe set of data links belonging to the pair of connection points towhich the junction box is connected. This data link connectorcorresponds, for example, to at least one multi-optical fiber connectorwhen the data links of the distribution network 600 correspond tooptical fibers. The junction box 70 also comprises a set of electricallinks 72 extending between the electrical power supply connector 724 andthe different locations E1, E2, . . . E6 provided to receive theinterface modules, and a set of data links 75 extending between the datalink connector 754 and the different locations provided to receive theinterface modules.

In a variant represented in FIG. 19, the data links of the distributionnetwork 600 correspond to optical fibers and the junction box 70 alsocomprises a data link converter 78. This converter is provided toconvert communications by optical fibers into wired communications andvice-versa. The set of data links 75 then comprises data links byoptical fibers 75 a between the data link connector 754 and the datalink converter 78, and data links 75 b using electrical signals betweenthe data link converter 78 and the different locations E1, E2, . . . E6provided to receive the interface modules. This variant offers theadvantage of allowing communications by optical fibers over the set ofdata links of the hybrid electrical power distribution and datacommunication network 600. These communications are thus insensitive toelectromagnetic disturbances. These communications by optical fibers aretransformed into wired communications in the junction box 70, whichallows for a wired connection of the data links 75 b with the interfacemodules that can be installed in the locations E1, E2, . . . E6. Such awired connection exhibits a better reliability than an opticalconnection in as much as the interface modules are likely to be replacedor moved. Indeed, such a wired connection is less sensitive to dust andto vibrations than an optical connection.

In an exemplary embodiment, the connectors 724 and 754 are arranged on arear face of the junction box 70. The electrical links 72 and the datalinks 75 are produced by means of a backplane board of the junction box.These links arrive on connectors of the backplane board, arranged facinglocations E1, E2, . . . E6 such that the interface modules likely to beinstalled in the locations can be plugged into these connectors.

In a first particular embodiment represented in FIG. 21a , electricalequipment items 40 k . . . 40 q are connected to electrical interfacemodules Pa, Pb by local electrical power supply links 42 k . . . 42 qand/or to data link interface modules Da, Db by local data links 43 k .. . 43 q. In the examples represented in the figure, the electricalinterface modules Pa, Pb are respectively installed in the locations E2,E6 of the junction box 70 and the data link interface modules Da, Db arerespectively installed in the locations E3, E5 of the junction box 70.In this first embodiment, an electrical equipment item which requires anelectrical power supply and a data link is linked to an electricalinterface module by a local electrical power supply link and to a datalink interface module by a local data link. For example, the electricalequipment item 40 k is linked to the electrical interface module Pa by alocal electrical power supply link 42 k and to the data link interfacemodule Da by a local data link 43 k. Advantageously, the localelectrical power supply links 42 k . . . 42 q and the local data links43 k . . . 43 q are terminated by connectors capable of cooperating withconnectors of the interface modules. Also advantageously, the rear faceof the junction box 70 comprises supports provided to hold theconnectors of the local electrical power supply links and of the localdata links in position, such that these connectors are connected to thecorresponding connectors of the interface modules when the interfacemodules are installed in their respective locations of the junction box.That advantageously makes it possible to remove and install theinterface modules in the locations E1, E2, . . . E6 of the junction boxwithout having to manipulate the connectors of the different data links.That also makes it possible to then avoid errors of connection of thelinks.

In an example represented in FIG. 21b , the junction box comprises abackplane board 73. The connectors 724 and 754 are secured to thebackplane board. These connectors are arranged in such a way that whenthe junction box is installed on a pair of connection points, asrepresented in the figure, the electrical power supply connector 724 islinked to the connection point of the bus 20 and the data link connector754 can receive a connector of an end 54 x of data links of theconnection point of the set of data links 50. In the figure, theinterface module Da is represented inserted into a location of thejunction box 70. This interface module is linked to the backplane board73 by means of an electrical power supply connector 72 i and a data linkconnector 75 i. The arrow F represents a direction of extraction (upwardin the figure) and of insertion (downward in the figure) of theinterface module in the junction box 70. The local data links 43 k and43 l to the electrical equipment items 40 k and 40 l are terminated byrespective connectors Ck and C1 linked to the interface module.Advantageously, as indicated previously, the rear face of the junctionbox 70 (represented at the bottom in the figure) comprises supports,that are not represented, provided to hold the connectors Ck and C1 inposition. Although this example is described for the interface moduleDa, it is in no way limited to this interface module and it can beapplied to all the interface modules of the junction box.

Particularly, each electrical interface module is chosen from thefollowing set:

-   -   an electrical connection module, making it possible to establish        an electrical connection between conductors of the bus, via the        electrical links 72 of the junction box, and the connectors        provided for local electrical power supply links to electrical        equipment items;    -   an electrical switching module making it possible to control the        electrical power supply of an electrical equipment item from a        remote system. This electrical switching module comprises a        switch placed in series on an electrical connection between        conductors of the bus (via the electrical links 72 of the        junction box) and a connector provided for a local electrical        power supply link to the electrical equipment item. The        switching module is linked to the remote system via one of the        data links 75. Based on commands received from the remote        system, the switching module controls the opening or the closing        of the switch so as to control the electrical power supply of        the electrical equipment item;    -   an electrical voltage conversion module which comprises a        converter powered from the electrical voltages present on        conductors of the bus, via the electrical links 72 of the        junction box. This converter corresponds, for example, to a        transformer, to a DC-DC voltage converter, to a        transformer-rectifier set, etc. At least one output of the        converter is linked to a connector provided for a local        electrical power supply link to an electrical equipment item;        and    -   an electrical protection module. This electrical protection        module comprises a circuit breaker placed in series on an        electrical connection between conductors of the bus (via the        electrical links 72 of the junction box) and a connector        provided for a local electrical power supply link to an        electrical equipment item.

Also particularly, each data link interface module is chosen from thefollowing set:

-   -   a data link connection module, making it possible to establish        at least one connection between a data link of the set of data        links 50 associated with the bus 20, via one of the links 75 of        the junction box, and a connector provided for a local data link        to an electrical equipment item;    -   a data link converter module. This module comprises a converter        linked to a data link of the set of data links 50 associated        with the bus 20, via one of the links 75 of the junction box.        Moreover, this converter is linked to a connector provided for a        local data link to an electrical equipment item. For example,        this converter makes it possible to convert an optical data link        over the set of data links into a wired data link over the local        data link. In another example, this converter makes it possible        to convert a data link of Ethernet type over the set of data        links into a data link of USB type over the local data link;    -   a wireless data link module. This module comprises a wireless        communication transceiver, linked to a data link of the set of        data links 50 associated with the bus 20, via one of the links        75 of the junction box. The local data links between this        interface module and electrical equipment items are then of        wireless type, for example of WiFi type; and    -   a data acquisition and concentration module. The electrical        equipment items linked to this module by local data links are        for example sensors. The module comprises an electronic circuit        linked to a data link of the set of data links 50 associated        with the bus 20, via one of the links 75 of the junction box.        This electronic circuit is provided to acquire data supplied by        the sensors to concentrate data originating from different        sensors and to transmit these data over the data link of the set        of data links.

In particular, the junction box 70 can comprise a hybrid interfacemodule ensuring an electrical interface module function, as mentionedabove, and a data link interface module function, as mentioned above. Insome circumstances, this hybrid interface module can meet the bulkconstraints of locations of the junction box 70.

In a second particular embodiment represented in FIG. 22, electricalequipment items 40 r, 40 s are each connected to a respective connector79 r, 79 s of the junction box 70, by respective local links 423 r, 423s. These local links are of hybrid electrical power supply and data linktype. The connector 79 r and the connector 79 s of the junction box areeach linked to an electrical interface module P and to a data linkinterface module D, by links internal to the junction box. Thus, theconnector 79 r is linked to the electrical interface module P by anelectrical link 412 r and to the data link interface module D by a datalink 413 r. The connector 79 s is linked to the electrical interfacemodule P by an electrical link 412 s and to the data link interfacemodule D by a data link 413 s. Preferably, the pin-out of the differentconnectors 79 r, 79 s of the junction box is similar for all of theconnectors. That makes it possible to use identical hybrid local linksbetween the different electrical equipment items and the connectors ofthe junction boxes to which these electrical equipment items areconnected. The result thereof is a simplification of the connections ofthe electrical equipment items by means of the hybrid local links.Although this second particular embodiment is described with twoelectrical equipment items and two interface modules, it is in no waylimited to these numbers of electrical equipment items and of interfacemodules. Advantageously, as for the local links of the electricalequipment items of the first particular embodiment, the internal links412 r, 412 s, 413 r, 413 s are terminated by connectors capable ofcooperating with connectors of the interface modules P and D. The rearface of the junction box 70 comprises supports provided to hold theconnectors of the internal links in position, such that these connectorsare connected to the corresponding connectors of the interface moduleswhen the interface modules are installed in their respective locationsof the junction box. That advantageously makes it possible to remove andinstall the interface modules in the locations E1, E2, . . . E6 of thejunction box without having to manipulate the connectors of thedifferent internal links. That also makes it possible to then avoiderrors of connection of the links.

According to an embodiment in accordance with the fourth aspect of theinvention and illustrated by FIG. 23, modular elements 60 i, 60 i+1 foran electrical power distribution network of an aircraft, each comprisean enclosure 28. Each modular element comprises a section of a bus whoseelectrical conductors, not represented in the figure, are housed in theenclosure 28. The bus section extends along the length of the modularelement concerned. The bus section of a modular element 60 i, 60 i+1comprises a first interconnection point 27 a at a first longitudinal endand a second interconnection point 27 b at a second longitudinal end.The first and second interconnection points 27 a and 27 b are providedto link the bus section to a bus section of another modular elementarranged longitudinally in series with the modular element concerned.Thus, in the example represented in the figure, the secondinterconnection point 27 b of the modular element 60 i is linked to thefirst interconnection point 27 a of the modular element 60 i+1.Advantageously, the link between the buses of two consecutive modularelements corresponds to a connection making it possible to absorblongitudinal deformations of the aircraft. This connection is, forexample, produced by means of a connector provided to allow a sliding ofconductor elements participating in the connection. The enclosure 28corresponds to a structural part of the aircraft, in this case a partprovided to support baggage compartments 96 in the cabin of theaircraft. This part is, for example, a metal part or a part made ofcomposite material whose thickness is chosen to support the weight ofthe baggage compartments. When the part is metal, made of aluminum, itcomprises, for example, one face 5 mm thick and other faces 2 mm thick.The enclosure 28 corresponding to each modular element 60 i, 60 i+1 isfixed by fixing means not represented in the figure, to a set ofstructural frames 94 of the aircraft. The enclosures 28 of the differentmodular elements support the baggage compartments 96 by virtue offixings 95. Although not mandatory, these fixings 95 can be mounted toslide on the enclosures 28 of the modular elements so as to allow asliding of the baggage compartments along the length of the fuselage ofthe aircraft. In the example represented in the figure, the length ofthe enclosure 28 corresponding to each modular element extends along twointerframe spaces of the fuselage of the aircraft. The term interframespace here denotes the space between two consecutive structural framesof the fuselage. Without departing from the scope of the invention, thelength of the enclosure 28 could also extend along a single interframespace or along a higher number of interframe spaces. The bus section ofa modular element comprises connection points 24 at different locationsdistributed along its length. An opening of the enclosure 28 is providedfacing each connection point 24 so as to allow the connection of atleast one electrical equipment item of the aircraft to the bus sectionby means of a local electrical link. In the example represented in thefigure, the connection points are distributed over the bus sectioncorresponding to each modular element so as to have a connection point24 for each interframe space of the fuselage of the aircraft. Otherarrangements are possible without departing from the scope of theinvention, for example one connection point for two interframe spaces ofthe fuselage.

The modular elements 60 i, 60 i+1 form part of an electrical powerdistribution network of the aircraft, for example an electrical powerdistribution network similar to the networks 200 or 600 alreadydescribed with reference to the first and second aspects of theinvention. In an advantageous embodiment, each modular element alsocomprises a set of data links, like the modular elements described withreference to the second aspect of the invention. Consequently, thisadvantageous embodiment is not described further, all the embodimentsdescribed with reference to the second aspect of the invention alsobeing applicable.

In another embodiment illustrated by FIG. 24, the enclosure 28 of a bussection of a modular element forms part of a floor rail section 98 of anaircraft. To this end, it corresponds to a structural part of theaircraft. The floor rail can correspond to a floor rail not provided forfixing seats or even to a seat rail provided for fixing seats in thepassenger cabin of the aircraft. For reasons of legibility, only a partof the length of the floor rail section 98 is represented in the figure.From an electrical point of view, each modular element is similar to themodular elements 60 i, 60 i+1 described with reference to FIG. 23. Thus,these modular elements can be arranged in series and linked to oneanother by interconnection points 27 a, 27 b. With each modular elementcorresponding to a floor rail section of the aircraft, the seriesplacement of floor rail sections in the cabin of the fuselage of theaircraft, to produce a floor rail, makes it possible to construct anelectrical power distribution network of the aircraft. In the exemplaryembodiment represented in the figure, three conductor elements 25 a, 25b, 25 c of the bus section are housed in the enclosure 28. This exampleis not, however, limiting on the number of conductors that the bus cancomprise. Preferably, the conductor elements are arranged horizontallyinside the enclosure 28, so as to allow the production of connectionpoints 24 on a lateral face of the floor rail section 98. The termhorizontal here means that the conductor elements are arrangedhorizontally when the floor rail section is installed on a floor of thecabin of the fuselage of the aircraft, the aircraft being parked on theground. An opening 29 of the enclosure 28 is provided facing eachconnection point 24 so as to allow the connection of at least oneelectrical equipment item of the aircraft to the bus section by means ofa local electrical link. Conventionally, when the floor rail is a seatrail, the top part of the seat rail comprises a groove 97 allowing thefixing of seats.

The different embodiments, examples, variants and alternatives describedin relation to the various aspects of the invention can be combined withone another without departing from the scope of the invention. Forexample, in a nonlimiting manner, the electrical power distributionnetwork 200 of an aircraft in accordance with the first aspect of theinvention can be produced by assembling modular elements 60 conformingto the second aspect of the invention. Similarly, the hybrid electricalpower distribution and data communication network 600 in accordance withthe third aspect of the invention can be produced by assembling modularelements in accordance with the second aspect of the invention. Also forexample, the junction boxes 68 described in relation to the secondaspect of the invention can be similar to the junction boxes 70described in more detail in relation to the third aspect of theinvention.

While at least one exemplary embodiment of the present invention(s) isdisclosed herein, it should be understood that modifications,substitutions and alternatives may be apparent to one of ordinary skillin the art and can be made without departing from the scope of thisdisclosure. This disclosure is intended to cover any adaptations orvariations of the exemplary embodiment(s). In addition, in thisdisclosure, the terms “comprise” or “comprising” do not exclude otherelements or steps, the terms “a” or “one” do not exclude a pluralnumber, and the term “or” means either or both. Furthermore,characteristics or steps which have been described may also be used incombination with other characteristics or steps and in any order unlessthe disclosure or context suggests otherwise. This disclosure herebyincorporates by reference the complete disclosure of any patent orapplication from which it claims benefit or priority.

The invention claimed is:
 1. An aircraft comprising: a fuselage; a setof electrical generators, comprising at least a first electricalgenerator and a second electrical generator; a set of electricalequipment items, distributed in the fuselage; and an electrical powerdistribution network comprising: a set of buses, comprising at least afirst bus and a second bus; and a switching system, wherein: the firstbus and the second bus extend a longitudinal length of a substantiallystraight portion of the fuselage; the first bus and the second busfollow segregated paths in the fuselage; the switching system is linkedelectrically to the first electrical generator and to the secondelectrical generator, and to the first bus and to the second bus; theswitching system comprises a normal mode of operation, in which theswitching system is configured to electrically link the first electricalgenerator to the first bus and the second electrical generator to thesecond bus; each bus of the set of buses comprises connection points atdifferent locations distributed along its length; and each of theelectrical equipment items of the set of electrical equipment items islinked to a connection point of a bus of the set of buses, via a localelectrical power supply link; wherein the electrical power distributionnetwork further comprises a third bus and a fourth bus which extend, atleast partly, in a longitudinal direction of the fuselage, the first,second, third and fourth buses following segregated paths in thefuselage of the aircraft, and wherein the set of electrical generatorsfurther comprises a third electrical generator and a fourth electricalgenerator and, in the normal mode of operation, the switching system isconfigured to electrically link the third electrical generator to thethird bus and the fourth electrical generator to the fourth bus.
 2. Theaircraft according to claim 1, wherein the first bus extends also partlyin a first wing of the aircraft and the second bus extends also partlyin a second wing of the aircraft.
 3. The aircraft according to claim 1,wherein the first electrical generator and the second electricalgenerator are linked electrically to the switching system via buses. 4.The aircraft according to claim 3, wherein the first electricalgenerator is linked electrically to the switching system via dedicatedconductors of the first bus and the second electrical generator islinked electrically to the switching system via dedicated conductors ofthe second bus.
 5. The aircraft according to claim 1, wherein theswitching system comprises a reconfigured mode of operation, activatablein a case of an occurrence of a failure in the electrical powerdistribution network, in which the switching system is configured to atleast one of: establish electrical links between electrical generatorsof the set of electrical generators and the buses of the set of buses,these electrical links being modified relative to electrical linksestablished in the normal mode of operation; or establish electricallinks between buses of the set of buses.
 6. The aircraft according toclaim 1, wherein the switching system comprises a main switching deviceand at least one secondary switching device remote from the mainswitching device.
 7. The aircraft according to claim 5, wherein theswitching system comprises a main switching device and at least onesecondary switching device remote from the main switching device, and,in the reconfigured mode of operation of the switching system, the atleast one secondary switching device is capable of being controlled toestablish one or more electrical links between buses of the set ofbuses.
 8. The aircraft according to claim 1, wherein at least one bus ofthe set of buses comprises at least two modular sections arrangedend-to-end and linked electrically to one another.
 9. The aircraftaccording to claim 8, wherein the switching system comprises a mainswitching device and at least one secondary switching device remote fromthe main switching device and wherein a secondary switching device islinked electrically to two consecutive modular sections of a bus, so asto establish electrical links between similar electrical conductors ofthe two modular sections in the normal mode of operation and toestablish electrical links between electrical conductors of at least oneof the two modular sections and electrical conductors of another bus, inthe reconfigured mode of operation.